Introduction
Workplace travel plans have the potential to promote physical activity through active travel options (walking, cycling, public transport and combinations of these modes of travel) and at the same time address organisational concerns such as environmental impact, traffic congestion and parking pressures. Active transport has many co-benefits, including positive impacts on climate change and sustainability. Workplace travel plans are behaviour change interventions designed to increase uptake of sustainable transport modes for commuting and business trips, often at the expense of car driving. They have been deployed extensively throughout Australia, the United States, Canada, the Netherlands and the UK, but not necessarily as part of routine workplace health promotion programs, nor at Universities. They typically involve a survey of travel behaviour to understand existing travel behaviours. A recent report on the cost-effectiveness of prevention programs highlighted that an…

Executive Summary
Pedestrian and bicycling infrastructure such as side­walks, bike lanes, and trails, can all be used for transportation, recreation, and fitness. These types of infrastructure have been shown to create many bene­fits for their users as well as the rest of the commu­nity. Some of these benefits are economic, such as increased revenues and jobs for local businesses, and some are non-economic benefits such as re­duced congestion, better air quality, safer travel routes, and improved health outcomes. While other studies have examined the economic and non­economic impacts of the use of walking and cycling infrastructure, few have analyzed the employment that results from the design and construction of these projects. In this study we estimate the employment impacts of building and refurbishing transportation infrastructure for cyclists and pedestrians. We ana­lyze various transportation projects and use state-specific data to estimate the number of jobs created…

Introduction
Many studies have analyzed the relationship between the built environment and mode choice, but the underlying behavioral mechanisms remain somewhat less well understood. Higher densities, more diversity, and better local accessibility are often believed to result in less car use, more public transport, and more cycling and walking (for a more comprehensive review, see, e.g., Badoe and Miller 2000; Bartholomew and Ewing 2009; Crane 2000; Ewing and Cervero 2001; Handy 2002; Handy 2005; Stead et al. 2000; Stead and Marshall 2001; van Wee 2002; Van Acker and Witlox 2005). However, not all peo­ple that reside in high-density, diverse, and accessible neighbor­hoods travel by definition by public transport or walk and bike instead of using their cars. This is (partly) due to differences in more subjective and behavioral influences such as perceptions (Van Acker et al. 2010). It might be possible that one person perceives the built environment as unsafe, preventing him or her…

System Access Policy
Sound Transit’s mission is to plan, build, and operate regional transit systems and services to improve mobility for central Puget Sound. Sound Transit is committed to wisely managing public funds and facilitating access to its regional high capacity transit system while fulfilling the agency’s mission. Sound Transit’s responsibility is to provide and operate a high-capacity transit system delivering fast, frequent transit service that connects the region’s urban centers. Sound Transit is authorized to use its tax revenues to plan, construct and operate high-capacity transit as defined in its enabling legislation (81.104 RCW).
The System Access Policy establishes a framework for Sound Transit’s support and management of, and investment in, infrastructure and facilities to provide customer access to its transit services. Sound Transit will seek to provide or facilitate equitable improvements in access to transit services in cooperation with public and…

Introduction
We all remember being a child on what seemed like an end­less journey to grandma’s house or the Grand Canyon and asking “Are we there yet?” In America’s cities and towns, we are having one of those “Are we there yet?” moments — although it seems the GPS is malfunctioning and we have lost the ability to chart a course toward our future.
What does “there” look like? How will we know when we are “there”? What are the critical investments we need to make in order to strengthen our regional economies and ensure that America remains globally competitive? What are the attributes of communities and regions that help the people who live and work there succeed? How can we ensure that every child – regardless of what zip code they are born into or the color of their skin — has access to opportunities to improve their lives and contribute to America’s prosperity?
America is confronting serious issues in this second decade of the 21st century: The gap…

Executive Summary
Plan Goal
Like similar transit systems in Japan and Western Europe, BART can retool its stations and approach to access planning to attract more bicycles and fewer cars to the system each day. Bicycling to BART, particularly when those trips replace automobile access, helps avoid construction of costly auto parking spaces, can increase ridership, reinforce the agency’s image as a green transportation provider, promote fitness and public health, and contribute to achieving regional goals to reduce traffic congestion and greenhouse gas emissions. Providing plentiful and convenient bike parking is also the most effective tool BART has to encourage as many passengers as possible to leave their bicycles at the station, rather than bringing them onboard, thus leaving space for the system to carry more passengers.
When this plan was published in 2012, approximately 4% of home-based trips, or about 14,000, were made to and from BART stations each weekday by…

Introduction
Transit-oriented communities are places that, by their design, allow people to drive less and walk, cycle, and take transit more. In practice, this means they concentrate higher-density, mixed-use, human-scale development around frequent transit stops and stations. They also provide well-connected and well-designed networks of streets, creating walking- and cycling-friendly communities focused around frequent transit. Communities built in this way have proven to be particularly livable, sustainable, and resilient places. Transit-oriented communities also make it possible to operate efficient, cost-effective transit service. Because of these benefits, making communities more transit-oriented is one of the key goals of land use and transportation plans in Metro Vancouver.
In order to further the development of more transit-oriented communities in Metro Vancouver, this document provides guidance for community planning and design – based on best practices – in the areas…

Executive Summary
Why measure active Transportation?
Active transportation—generally referring to purpose-orient­ed trips by walking or cycling—can be an important compo­nent of one’s daily travel. Furthermore, active transportation or active travel (hereafter, AT) has important implications for personal health, livability, and environmental resources. Mea­suring changes in AT via well-established indicators is particu­larly relevant in two fields: health and transportation. Those working in the transportation field want to understand the demand for different types of facilities to support sustainable, cost-effective mobility for the entire population. They are also interested in how active transportation links to public trans­portation. Those in the public health field realize that to only focus on exercise misses much routine physical activity done in the course of commuting, paid work, chores, and errands. Both fields aim to measure aspects of active transportation, but…

Executive Summary
What isn't counted,doesn't count.
Government officials working to promote bicycling and walking need data to evaluate their efforts. In order to improve something, there must be a means to measure it. The Alliance for Biking & Walking's Benchmarking Proj­ect is an ongoing effort to collect and analyze data on bicycling and walkingin all 50 states and the 51 largest cities. This is the third biennial Benchmarking Report. The first report was published in 2007, the second in 2010, and the nextreport is scheduled for January 2014.
Objectives
(1) Promote Data Collection and Availability
The Benchmarking Project aims to col­lect data from secondary sources (exist­ing databases) and to conduct surveysof city and state officials to obtaindata not collected by another nationalsource. A number of government and national data sources are collected and illustrated in this report. Through state and city biennial surveys, this project makes new data available in a…